Railway car mover



y 7, 1966 H. K. NANSEL 3,251,313

RAILWAY CAR MOVER Filed March 12, 1964 3 Sheets-Sheet l INVENTOR.

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RAILWAY CAR MOVER 3 Sheets$heet 5 May 17, 1966 Filed March 12, 1964 WW vR @w m 3k G 3 v .I\ w m N L W cl arozd d. Wnsel United States Patent-3,251,313 RAILWAY CAR MOVER Harold K. Nansel, Waverly, Nehr. Filed Mar.12, 1964, Ser. No. 351,299 Claims. (Cl. 10590) This invention relatestopowerized apparatus useful for imparting movement to railway cars andthe like by acting against the outer periphery of one of the wheels ofthe railway car.

Railway car moving devices, both powerized and manual types, have beenknown for many years. However, such devices have been generally found tobe unsatisfactory for various reasons. As to the manually'operatedrailway car movers, ordinarily a great deal of physical exertion isrequired to effect movement of heavy box cars; furthermore, these manualcar movers are considered highly inefiicient and would requirerelatively long periods of time to move box cars even short distances.Although powerized movers are preferred'over the manual devices, thepowerized movers have a number of significant drawbacks. Most of theknown powerized units are large and cumbersome and are thereforedifiicult to manage. Also, due to the excessive size of many of thesepowerized units, they cannot be readily placed between a pair of joinedbox cars in order to effect a separation of the two cars. Anotherproblem encountered with both the manual and powerized railway carmovers includes inability to effect movement of the railway cars acrossa grade crossing, where dirt or macadam is usually tight up against therail, on the side opposite that which bears against the railway wheelflange. Further drawbacks include complexity of construction,excessively expensive to construct, ineifici'ency of operation, etc.

It is therefore a primary object of this invention to provide animproved railway car mover which substantially avoids disadvantages ofprior railway car movers.

It is a further object of this invention to provide a railway car moverwhich is adapted to effectively move railway cars across grade crossingsand the like, when dirt or macadam is up against the rail opposite theside on which the railway wheel flange is located.

It is also an object of this invention to provide a railway car moverwhich is lightweight and compact in con struction.

It is another object of this invention to provide an improved railwaycar mover which is readily transportable from a place of storage to aplace of use, including relative ease of transportability across aplurality of railroad tracks.

It is still another object of this invention to provide an improvedrailway car mover whichis' adapted to move along with the railway car asmovement is imparted to the car by the car moving apparatus.

It is yet another object of this invention to provide an improvedrailway car mover which is characterized by its simplicity and economyof construction.

Further purposes and objects of this invention will appear as thespecification proceeds.

A particular embodiment of the present invention is illustrated in theaccompanying drawings wherein:

FIGURE 1 is a perspective View of my railway car mover in position on arail;

FIGURE 2 is a side elevational View, in schematic, of my car movingapparatus in position for propelling a railway car;

FIGURE 3 is an end, detail view, in schematic, of my railway car moverin operating position on a rail; and

FIGURE 4 is an enlarged, partially sectioned, side elevational view, inschematic, of my railway oar mover in operating position.

, 3,251,313 Patented May 17, 1966 Referring particularly to FIGURES l, 2and 4, my railway car mover 10 includes an elongated base or supportmember 12 which is adapted to be slidably moved along the upper surfaceof a rail R. The base 12 has a substantially planar lower surface whichis disposed above the upper surface of the rail R; since the lowersurface of the base 12 does not extend downwardly along the sides of arail R, the slidable base 12 readily passes over areas where dirt orother material is tight up against one side of the rail up to the uppersurface of the rail R. The forward portion 14 of the base 12 includes arail gripping member or wedge 16, which is carried in an invertedV-shaped slot in the underside of the base. As movement is beingimparted to the railway wheel W, the wedge 16 bites or digs into theupper surface of the rail R so to prevent reverse slippage of the base12 on the rail R; thus, forward movement of the wheel W is assured. Aroller 20 is rotatably mounted at the rear portion of the base 12 memberso as to readily permit forward advancement of the base 12 along therail R.

Referring particularly to FIGURE 4, carried by the base member 12 areupright side support members 22 whichv provide lateral support for therockable driving member or shoe 24 which acts against the outerperiphery of the railway wheel W in order to impart movement thereto.The generally upward and downward rocking movement of the shoe 24 islaterally guided-between the uprights 22 by rollers 26 which arerotatably mounted on opposite sides of the shoe 24; the rollers 26 ridewithin the arcuate slots 28 provided in the uprights 22. Thus, thelimits of the rocking movement of the shoe 24 are determined by thelength of the slotted or grooved portions 28 of the side supports 22.Furthermore, a movable or slidable fulcrum, generally 30, is carried byand between the base 12 and the shoe 24. The fulcrum 30 includes anupper arcuate member 32 which is longitudinally slidable on and carriedby the shoe 24 in aslot or track 34 in the lower surface thereof. Theupper arcuate member 32 is maintained in association with a lowerarcuate member 36' by a pin 38 which passes through the upper and lowerarcuate members 32 and 36; the pin 38 maintains the parts 32 and 36 inoperating relationship while permitting rolling movement therebetween asthe shoe 24 is rocked on the base 12. The arcuate member 36 is slidablycarried in a longitudinal slot or track 40 on the upper surface of theelongated base 12; the lower track 40 in the base 12 is in substantialalignment with the upper track 34 in the shoe 24. Both the upper andlower arcuate members are of the same general shape and maybesubstantially semispherical or semi-cylindrical so that rollingmovement can be provided therebetween.

Referring toFIGURES 1 and 4, manual control means, as a cable 42actuated by a handle 44 is provided for effecting movement of thefulcrum 30. The handle 44 is securely mounted on a cross bar 46 carriedbetween the for increasing the speed of the forward motion of the car,the fulcrum 30 is moved rearwardly.

The driving member 24 is operated by a link 50, which acts as a togglein conjunction with a second link 52. The operating link 50 is pivotablymounted atone end to the shoe 24 by suitable means as a pin 54, whileits opposite end is pivotably mounted on the lower end of =3 a pistonrod 56 as by a pivot pin 58. The associated toggle link 52 is attachedat one end to an upright support member 22 and is pivotably carried by apin 60, while its opposite end is also pivotably attached to the pistonrod 56 by the pin 58.

Referring to FIGURE 4, driving force is provided for the rockable shoe24 by hydraulic means, generally 62. A hydraulic cylinder 64 ispivotably mounted at its upper end to the upright support members 22 bya pin 66. Reciprocal movement of the piston rod 56, effected byhydraulic fluid, is controlled by an elongated rod or bar 68 which isfixedly secured to a rearward projection 74) on the rod 56. The bar 68is maintained substantially parallel to and is slidably mounted on thecylinder 64 by the guide member 72 which is fixed to the rod 68 andrides in a slot (not shown) in the supporting structure for thehydraulic cylinder 64. At the upper portion of the slide bar 68, a pairof upper and lower adjustably mounted stops 74 are secured; the stopmembers 74 are adapted to act on the portion of a switch lever 76 whichis interposed between the stops 74. The switch lever 76 is pivotablycarried by a valve support bracket 78, as by a pivot pin 80, whereby asthe projecting leg 82 of the lever 76 is alternately contacted by theupper and lower stops '74, the generally U-shaped lever 76 is pivotedupwardly and downwardly.

A tension spring 84 is held by a support pin 86 on the leg of theUshaped switch lever 76 which is adjacent the lever projection 82, whilethe opposite end of the spring 84 is secured to a support pin 88 on avalve actuator 99. The valve actuator 90 is a plate, pivotably carriedby a valve support bracket 78, as by a pivot pin 92. As the slide bar 68reciprocates in response to reciprocal movement of the piston rod 56,the stops 74 pivot the lever 76, whereby the tension spring 84 passesover the pivot point 92 of the valve actuator 99 and causes shifting ofthe actuator 90. Upon being shifted upwardly and downwardly, theactuator 9-0 causes inward and outward movement of a value spoot 94,which is reciprocally mounted within the hydraulic valve 96; movement isimparted from the actuator 90 to the spool 94 by a link 98. As the spool94 reciprocates within the valve body 96, there is a reversal ofhydraulic fluid pressure in the pressure lines 100 and 162 passing tothe hydraulic cylinder 64. When the piston 104 on the piston rod 56reaches the lower end of its stroke, fluid pressure is shifted from line100 to line 102, so that the pressure acts on the underside of thepiston 104 and moves it upwardly. Similarly, when the piston 104 reachesthe upper end of its stroke, fluid pressure is shifted from line 102back to line 100, whereby pressure acts against the upper side of thepiston 164 for driving it downwardly. For compactness and simplicity, itis preferred that the valve assembly 96 and hydraulic cylinder assembly64 be angularly mounted in a reaward direction.

Hydraulic fluid pressure is provided by suitable power means, as aninternal combustion engine 106 which drives a fluid pump 103 through acoupling 109. Pressurized fluid passes from the pump 1% to the valve 96through the, pressure line 116. As fluid is being expelled from one sideof the piston 1114, it passes through either line 100 or line 102 to thevalve 96 and is then directed back to the pump 103 through the returnline 112.

The engine and pump assembly is mounted on a support 113 positionedbetween the handlebars 48; the location of this assembly contributes tothe overall compactness of the applicants apparatus 10. Also, ahydraulic fluid storage tank or reservoir 114 is secured to one of thehandlebars 48; the reservoir 114 is adapted tosupply fluid to the pump108 through a suction line 116, while a fluid return line 118 isprovided between the pump 108 and the reservoir 114.

The handlebars 48 are pivotably mounted to the side support members 22at 129. A tension spring 122 is secured at one end to the valve bracket78, while its opposite end is secured to the handlebars 48. The spring122 biases the handlebars 48, and the apparatus carried thereby, towardsthe railway wheel W. Thus, the weight of the handlebars 48 and theapparatus therein causes a downward turning about the pivot 120. Thiscauses a slight lifting on the forward portion 14 of the base 12,substantially freeing the rail gripping wedge 16 from association withthe rail R and permitting the apparatus 10 to be moved forwardrelatively freely; in the forward movement the base 12 slides along therail R, and the roller 20 at the rear of the base 12 further assists infree forward movement.

Transport wheels 124 are provided for readily moving the apparatus 10from a distant point to the place of operation. The wheels 124 arepivotable from a working position to a rest position, as shown in FIGURE2; the wheels 124 are carried by an axle 125 which is carried bypivotable arms 127. The arms 127 may be swung about an axis 129 formoving the wheels 124 in or out of the operating position. Also,suitable means (not shown) are provided for locking the wheels 124 inboth positions. When in the operating position, it is desirable that thewheels 124 be at substantially the center of gravity of the apparatus 10in order to provide relatively easy transportation thereof.

When the apparatus 10 is operating, it is highly desirable that theapparatus ll be both self-guiding and selfpropelling. As shown inFIGURES 1 and 3, in order to provide for self-guiding of the mover 10,guide members 126 are fixedly secured to and project outwardly from theouter surfaces of the upright members 22. One of these guide members126, as the inner guide 126a, is maintained in close proximity to aflange of a railway wheel W, while the other guide 126, as the outerguide 126b, is spaced from the first or inner guide and is maintained inrelatively close proximity to the opposite side of the wheel W so as toprevent slippage of the base 12 off the rail R in the oppositedirection; thus, the guides 126 maintain lateral alignment between theouter periphery of the rail R and the operating surface of the shoe 24.It is important that the lateral guiding of the base 12 during itsforward movement be accomplished without any members which encompass thesides of the rail, so that advancement of a railway car may be readilyaccomplished across a grade crossing. The apparatus 10 is also adaptedto be moved along with a railway car C by use of a chain 130 which isadapted to be secured at one end to the handlebars 48 and at itsopposite end, it may be hooked on any suitable support or projection onthe car C.

In operation, when it is desired to use the car moving apparatus 10, theoperator may readily transport the apparatus 10 across a plurality ofrailroad tracks since the transport wheels 124, when in the lowered andlocked position, substantially support the apparatus at its center ofgravity. After reaching its destination, the base 12 of the mover isplaced longitudinally along the upper surface of a rail R and the upperoperating surface of the driving member 24 is placed against the outerperiphery of the railway wheel W; movement of the apparatus 10 intoposition is facilitated by the roller 20 mounted at the rear 18 of thebase 12.

The wheel W is interposed between the side guide members 126 so as tosubstantially prevent lateral movement of the base 12 on the rail R.When the apparatus is in operating position, as shown in FIGURE 2, thechain 130 is hooked on a suitable support on the railway car C wherebythe operator is not required to support the weight of the unit 10. Atthis time, the transport wheels 124 are pivoted to the rest position, sothat they will not interfere with the forward movement of a railway carand the moving apparatus itself.

The engine 166 is started by conventional means so that the hydraulicfluid becomes pressurized by action of the pump 168. Fluid is conductedto the valve 96 and then to either pressure line 1% or pressure line102.

Before starting the motor 106, the movable fulcrum 30 is moved to aposition at which the greatest mechanical advantage is provided foreffecting initial movement of the car C; this is accomplished upondepressing the handle 44 and cable 42 for moving the arcuate members 32and 36 in the slots 34 and 40 of the base 12 .and the shoe 24 to thefull forward position.

Referring to FIGURE 4, the piston 104 has just reached the top of itsstroke, and fluid pressure is acting in line 100, thereby acting againstthe upper side of the piston 104 and driving it and the rod 56downwardly. 'The downward movement of the rod 56 imparts a downwardrocking to the shoe 24 by the link 50, acting in conjunction withthe'toggle link 52. v

The rocking movement of the driving member 24 is laterally guided by therollers 26 which are slidably movable in the arcuate slots 28. Duringthe rocking of the shoe 24, a rolling motion i occurring between the,mating arcuate members 32 and 36 to thereby greatly reduce wearing ofparts. As the piston 104 reaches the lower end of its stroke, the upperstop 74 on the slide bar 68 contacts the projecting leg 82 of the switchlever 76, pivoting it downwardly and causing the spring 84 to pass overthe-pivot 92 of the valve actuator 90. This shifts the actuator 90downwardly and moves the valve spool 94 outwardly by action of the spoollink 98. This causes the hydraulic fluid pressure to be transferred fromline 100 to line 102, so that pressurized fluid acts against theunderside of the piston 104, driving it upwardly. The upward movement ofthe rod 56 causes upward rocking movement of the shoe 24, whereby theupper operating surface of the driving member 24 pushes upwardly againstthe outer periphery of the wheel W for imparting forward motion thereto.As motion is being .imparted, reverse slippage of the base 12 on therail is substantially prevented by the gripping wedge 16 which digs intothe upper surface of the rail R.

After the upward working stroke is completed, the valve spool againcauses the pressurized fluid to shift from line 102 back to pressureline 100 and the shoe 24 again moves away from contact with the outerperiphery of the wheel W. At this time, since the tension spring 122biases the handlebars 48 towards the car C, the forward portion 14 ofthe base 12 is lifted slightly from the rail R whereby the grippingwedge 16 is raised therefrom so .the base 12 is adapted to slide freelyalong the upper surface of the rail R; the forward movement is assistedby the roller at the rear portion 18 of the base 12. By means of thesupport chain 130, the apparatus 10 is self-propelled land by means ofthe guide members 126 lateral alignment is maintained between thedriving member 24 and the outer periphery of the wheel W. Also, afterthe railway car has started moving, the operator may move the fulcrummeans rearwardly so as to increase the speed of the moving car bylengthening the stroke of the shoe 24. Thus, on upward movement, forceis imparted to the wheel W while on each downward movement of thedriving member 24, the apparatus 10 moves forwardly and remains insubstantial contact with the railway wheel W.

While in the foregoing, there has been provided a detailed descriptionof a particular embodiment of the present invention, it is to beunderstood that all equivalents obvious to those having skill in the artare to be included within the scope of the invention as claimed.

What I claim and desire to secure by Letters Patent is: 1. Apparatus formoving a railway car by acting against the outer periphery of one wheelof said railway car, said apparatus comprising, in combination, a baseadapted to be slidably moved along the upper surface of a rail, adriving member operatively carried by said base for acting against theouter periphery of said railway car wheel, movable fulcrum meansslidably carried by and positioned between said base and said drivingmember for varying the mechanical advantage of said driving member as itacts against said wheel, said fulcrum means including a first arcuatemember slidably carried on said base and a second arcuate memberslidably carried on said driving member, said arcuate members providingfor a rolling motion between said base and said driving member to reducewear during movement therebetween, and drive means for rockably movingsaid driving member on said fulcrum means, whereby movement is impartedto said railway car as said driving member acts, in its upward stroke,against the outer periphery of said railway car wheel.

2. The apparatus of claim 1 wherein means are provided for maintainingsaid driving member in lateral alignment with the outer periphery ofsaid railway car wheel, said maintaining means including a pair of guidemembers fixed on said base for receiving said wheel therebetween toprevent lateral movement of saidbase on said rail, and means areprovided for moving said apparatus along with said railway car.

3. The apparatus of claim 1 wherein rail gripping means are located atthe forward and underside portion of said base for preventing rearwardmovement of said base on said rail, and a roller member is mounted atthe rear portion of said base for assisting in the forward movement ofsaid base on said rail. v

4. Apparatus for moving a railway car by acting against the outerperiphery of one wheel of said railway car, said apparatus comprising,in combination, a base having a substantially planar lower surfaceadapted to slidably move along the upper surface of a rail, fulcrummeans movably positioned on said base, said fulcrum means including afirst arcuate member slidably carried on said base and a' second arcuatemember slidably carried on said driving member, said arcuate membersproviding for a rolling motion between said base and said driving memberto reduce wear during movement therebetween, a rockabledriving membercarried on said fulcrum for acting against the outer periphery of saidraliway car wheel, means for varying the position of said fulcrum forsaid rockable driving member on said base, whereby the mechanicaladvantage of said driving member is varied, and drive means for rockablymoving said driving member, whereby forward movement is .impartedto saidrailway car as said driving member acts, in its upward stroke, againstthe outer periphery of said railway car wheel.

5. The apparatus of claim 4 wherein handlebars are pivotably mounted onsaid base, and means are provided for biasing said handlebars upwardlyabout its pivot on said base.

6. Apparatus for moving a railway car by acting against the outerperiphery of one wheel of said railway car, said apparatus comprising,in combination, a base having a planar underside adapted to slide alongthe upper surface of a rail, rail gripping means mounted at the forwardend of said base, roller means mounted at the rear of said base, adriving member rockably carried by said base for acting against theouter periphery of said railway car wheel, fulcrum meansmovably mountedbetween said base and said driving member forvarying the mechanicaladvantage of said driving member asit acts against said wheel, hydraulicdrive means mounted on said base and being connected to said drivingmember for effecting rockable movement thereof, whereby movement isimparted'to said railway car as said driving member acts, in its upwardstroke, against the outer periphery of a railway car wheel, handlebarspivotably mounted on said base, power means mounted on said handlebarsfor supplying hydraulic fluid to said hydraulic drive means, and meansfor biasing said handlebars toward said railway car, thereby causingslight lifting of the forward end of said base whereby said railgripping means are substantially freed from the upper surface of saidrail to provide for free advancement of said base towards said wheel.

7. The apparatus of claim 6 wherein means are provided for maintaininglateral alignment between said driving member and said railway wheel andmeans are provided for moving said apparatus along with said railway caras movement is imparted thereto.

8. The apparatus of claim 7 wherein transport wheels are pivotablymounted on said handlebars, said wheels, when in the operating position,supporting said apparatus at substantially the center of gravity.

9. Apparatus for moving a railway car by acting against the outerperiphery of one wheel of said railway car, said apparatus comprising,in combination, an elongated base having a planar lower surface adaptedto be slidably moved along the upper surface of a rail, rail grippingmeans at the forward end of said elongated base, roller means at therearward end of said elongated base, a driving member rockably carriedby said base for acting against the outer periphery of said railway carwheel, fulcrum means slidably carried by and mounted between said baseand said driving member for varying the mechanical advantage of saiddriving member as it acts against said wheel, said fulcrum meansincluding a first arcuate member slidably carried on said base and asecond ar-cuate member slidably carried on said driving member, saidarcuate members provided for a rolling motin between said base and saiddriving member to reduce'wear during movement therebetween, side supportmembers for laterally guiding said driving member in its rockablemovement, guide means mounted on said support member for maintaininglateral alignment between said driving member and said railway carwheel, handlebars pivotally mounted on said support members and beingbiased toward said support members whereby said gripping means arelifted slightly from said rail in order to provide for free advancementof said apparatus as said railway car moves along said rail, hydraulicdrive means connected to said driving member for rockablymoving saiddriving member whereby movement is imparted to said railway car as saiddriving member acts, in its upward stroke, against the outer peripheryof said railway car wheel, and means for supplying a pressurize-dhydraulic fluid to said hydraulic drive means.

10. The apparatus of claim 9 wherein means are provided for maintainingsaid driving member substantially against said railway ear wheel as saidrailway car is advanced along said rail.

EUGENE G. BOTZ, Primary Examiner.

MILTON BUCHLER, ARTHUR L. LA POINT, F. W.

MONAGHAN, Examiners.

5/1953 Germany.

1. APPARATUS FOR MOVING A RAILWAY CAR BY ACTING AGAINST THE OUTERPERIPHERY OF ONE WHEEL OF SAID RAILWAY CAR, SAID APPARATUS COMPRISING,IN COMBINATION, A BASE ADAPTED TO BE SLIDABLY MOVED ALONG THE UPPERSURFACE OF A RAIL, A DRIVING MEMBER OPERATIVELY CARRIED BY SAID BASE FORACTING AGAINST THE OUTER PERIPHERY OF SAID RAILWAY CAR WHEEL, MOVABLEFULCRUM MEANS SLIDABLY CARRIED BY AND POSITIONED BETWEEN SAID BASE ANDSAID DRIVING MEMBER FOR VARYING THE MECHANICAL ADVANTAGE OF SAID DRIVINGMEMBER AS ITS ACTS AGAINST SAID WHEEL, SAID FULCRUM MEANS INCLUDING AFIRST ARCUATE MEMBER SLIDABLY CARRIED ON SAID BASE AND A SECOND ARCUATEMEMBER SLIDABLY CARRIED ON SAID DRIVING MEMBER, SAID ARCUATE MEMBERSPROVIDING FOR A ROLLING MOTION BETWEEN SAID BASE AND SAID DRIVING MEMBERTO REDUCE WEAR DURING MOVEMENT THEREBETWEEN, AND DRIVE MEANS FORROCKABLY MOVING SAID DRIVING MEMBER AND ON SAID FULCRUM MEANS, WHEREBYMOVEMENT IS IMPARTED TO SAID RAILWAY CAR AS SAID DRIVING MEMBER ACTS, INITS UPWARD STROKE, AGAINST THE OUTER PERIPHERY OF SAID RAILWAY CARWHEEL.